Electric-alarm advance car



(No Model.) v

. H. RIESENBERG.

ELECTRIC ALARM ADVANCE CAR.

PateggedApr. 16, 1889.

I'Ezventaz/ @W73 .pi'esengpy' UNITED STATES HARRY RIESENBERG, OF ST. LOUIS, MISSOURI.

ELECTRIC-ALARM ADVANCE CAR.

SPECIFICATN forming part of Letters Patent No. 401,591, dated April 1 6, 1889. Application filed December l, 1888. Serial No. 292,395- (No model.)

To all whom z' may concern.'

Be it known that I, HARRY RTESENBERG, ot the city of St. Louis, in the State of Missouri, have invented a certain new and useful. Improvement in Electric-'Alarm Advance Cars, of which the following is a full7 clear, and exact description, reference being had to the accompanying drawings, form-ing part of this specification.

This invention relates to an electric-alarm system for railways in which the electric or magnetic current is generated 'by a dynamo or dynamos on the locomotive, which dynamo is turned by the operation of the runninggears of the same and transmits its generated current through an insulatingcable (that also contains the wires for the electric alarm) oa a supporting-car to an advance pilot alarmcar, with drive-motors on said cars operated by the passing current; and the invention consists in features of novelty, hereinafter fully described, and pointed out in the claims.

Figure l is a side view of a locomotive to which my invention is attached, and of the pilot advance car, the cable-supporting car, and the intervening electric cable. Fig. Il is an enlarged top view of the cable-supporting car, and shows the reel that carries the cable. It also shows the electric motor that rotates said reel and the switch-wires and brushes that are adj uncts in the construction of the electric circuit that switches the current around ynia the motor that drives the reel.

' Fig. III is an enlarged end view of the reel,

and shows the insulated metallic concentric rings with which the switchwires from the cable connect and the transmitted brushes and detail of the wires that connect with the drive-motor on said car and complete the circuit. Fig. IV is an enlarged vertical section of the reel, the switch-wires, and the handcrank and pulley-wheel, by either of which said reel is turned `to wind the cable around the same and retrograde the advance pilot and supporting cars back to the locomotive. Fig. V is a detail of the handcrank thatmay beused to turn the reel when the train is not in motion, and shows the hook by which it may be held captive when not operative. Fig. VI is an enlcrgedtop view of the advance pilot-car, and shows the motor that drives the same, the switch-wires from the cable that drive said motor, and those that actuate the alarm. Fig. VII is a horizontal section taken on line VII VII, Fig. IX, and

Ishows the means of closing the electric cir-- cuit that rings the alarm when the pilot-car meets with an obstruction. Fig. VIII is an enlarged elevation of the insulating dashboard that rises in front of the pilot-car, and which carries the metallic plates through which the insulated wires that operate the electric alarm communicate. Fig. IX is an enlarged elevation of the system of impulsive bars, by whose impulse, under the impress of obstructions, the electric circuit is closed that rings the alarm. Fig. X is an enlarged front View of the insulated switchboard which is aflixcd in the engineers cab, by which he can switch the electric current to the drive-motor of either the pilot or supporting car, or to its ground-exhaust- Fig. Xl is an enlarged front view of the electric-alarm bell affixed in the engineers cab.

Referring to the drawings, in which similar Iigures of reference indicate like parts in all the views, l represents the locomotive of a train to which my advance pilot alarm-car 2 is att-ached by the insulating electric cable 3. The pilot-car is preferably placed sufficientlyin advance of the locomotive, so that when said pilot-car comes in contact with an obstruction on the track (and in consequence automatically rings the electric alarm-bell 4 in the en gineers cab) the engineer has abundant time to reverse his engine and set the airbrakes attached to the train to stop the same before the locomotive comes into collision with said obstruction. Any suitable system of air or other brakes may be used for this purpose, as no novelty is claimed for said brakes. The cable is or may be securely attached at the rear end to the draw-head 6, or to the top of the cow-catcher 7 at the fore end of the locomotive, and the fore end of said cable to the rear of the advance pilot alarmcar by the double-winged or belay-pinned screws 8, in perforations in which the terminals of said cable are relatively seated and are firmly clamped or held. The said screwsA are then turned into engagement with the perforate screws 9 in the clips l0, which are relatively securely attached to the rear end of said pilot-car, (see Fig. VL) and to the IOO IOl

draw-head, cow-catcher, or other suitable attachment at the fore end of the locomotive. (See Fig. I.)

The belaying-pins 11, attached to the screws 8, serve the twofold functions of holds to turn the screws and of belaying-pins around which to belay the ends of the cable when it is desired to reduce the working-length thereof and bring the pilot-car nearer the locomotive, especially on lines on which short curves abound.

As my pilot alarm-car is generally located in advance of the locomotive to at least an equivalent distance to that it takes to stop the train by the air-brakes and reversal of the engine, to hold up. the sag of the cable I provide a cable-supporting car, 12, midway between the locomotive and the pilot-car be. neaththe cable, which cable rides on and is securely attached by the staple 13 to the drum ofthe rreel 14, which is carried by said car. The axle 15 of t-he reel has its bearings within the journal-boxes 1G in the standards 17 ,that rise from the platform 18 of said supporting-car.

19 'represents the axle of a dynamo of any suitable construction,which axle runs in journal-bearings 20 in the brackets 21,which may hang 'pendent from and be secured to t-he under ledge of the dome-cap of the boiler or secured by any other suitable means adjacent to the drive-wheels 22. The dynamo receives its motive power from the drive-wheels' by the action of the endless belt 23, that engages around the pulleys 24 on the axle 25 of said drive-Wheels and the pulleys 26 on the axle ofk the dynamo; or the movement may be conveyed from said axle or drive-wheels to the dynamo by any suitable geared or other transmission of the power. A dynamo of sufficient power is required for the current it generates to drive the advance pilot car by the actionl of the electric motor 27 thereon, and to wind the reel 14 by the action of the electric motor 28 on the cable supporting` car when it is desired to wind up the cable around the reel, and thus retrograde the pilot-car and cable-supporting car on the back track to the locomotive.

29 4represents the insulated positive and negative wires that transmit the current between the dynamo and the switch-board 30, that is erected in the engineers cab convenient to his hand without his leaving his position at the throttle of the engine. The said switch-board is preferably constructed of galvanized or other hard rubber, but may be of any other suitable insulating material.

31 represents the insulated positive and negative wires that transmit the current between the switch-board and the positive and negative concentric rings 32 on one of the end disks, 33, of the reel 14, which disk is constructed of galvanized rubber or other suitable noirconducting material, thereby to-insulate said concentric rings,which are secured to said disk of the reel by screws 34, that pass through lugs 35,which project from said rings, and said rings are thus held in curvilinear parallel position. The insulated wires 31 are conveyed from the commutation-plates 53 on the switch-board to the cable 3, in the rear end of which they are inserted, and within which cable they are conveyed until it has passed its attachment to the reel 14, that supports it. The said wires are then switched from their hitherto associate wires in said cable, pass through a perforation, 36, in the drum within the reel, and are relatively con-v nected with the said positive and negative concentric rings aforesaid, that are secured to the insulating rubber head of said reel. (See Fig. IV.) v

37 represents metallic springs or Abrushes that are insulated bytheir screw attachment to a galvanized rubber or other insulating supporting-base, 3S, that is secured by any suitable means above or to the platform of the cable-supporting car adjacent to said reel.

39 represents the positive and negative insulating wires that transmit the current beltween said brushes and the set-screws 40, that conduct the current within the electric motor 28, which motor is of any suitable construc-v tion used for driving machinery. The axle 41 of said motor runs in bearings in the journal-boxes 42 in the standards 43, that surmount the platform of the said cable-supporting car, on which axle is mounted a pulley, 44, from which an endless band or chain, 45, enga-ges with 'the drive-pulley 4G, that is mounted on the axle ofthe reel 14.

Now, it will be seen that, supposing the cable, the cable-supporting car, and the advance alarm pilot-car are relatively in the positions shown in Fig. I and the parallel, metallic switch-transmitting arms 47 (as they would be then) in the position on the switchboard shown in Fig. X at 48, as the train is about to enter a depot or arrive at a station, or at any other time when it is desired to reel up the cable and withdraw said cars on the back track to the locomotive, then the engineer, by

- means of the handle 49, switches said arms to the position shown in broken lines at 50, so that the transmitting switch-arms break contact with the commutation-plates 51, with which the insulated wires 52 connect, that convey thefelectric current to the motor 27, that drives the pilot-car, and connect with the commutation-plates 53, with which the wires 31 connect, and thereby diverts the current as a drive-power from the motor of the pilot-car to that which drives the reel, which reel, be-

ing thus rotated, as described above, windsl the cable around it from each side of the reel, and so simultaneously runs the cable-supporting car back to the locomotive and the advance pilot alarm-car back to said supporting-car. This withdrawal of the advance car and the cable that .operates it isV considered expedient when the train is passing through cities or large towns, where the track is frequently intersected by streets in which many IOO IIO

vehicles are passing. When it is desired to neutralize the electric current, the switcharms 47 are thrown into the position shown in broken lines at 54, in which position the contact of the metallic arms 47 with the commutation-plates 55 transmits the current to the insulated wires 56, that, by contact with some suitable part of the locomotive, and therefrom to the track-rails, forms a ground-circuit.

To furnish the means of winding the cable around the reel when the train is not in motion, (and consequently the dynamo is inoperative,) I provide a crank-handle, 57, that is mounted on the reverse end of the axle of the reel to that on which the drive-pulley is mounted. This handle may, if desired, be removed when not in use, or may be used as a means to lock the reel from rotary movement by the clutch-hold of the hook 58, which is secured by the pivot-pin 59 to the lugs 60, that proj ect above the platform of the car. When, however, the train is in motion, the handle p should be removed, so as to leave the axle free to the operation of the drive-pulley at its reverse end. The insulated wires 52 are conveyed from the commutation-plates 5l on the switch-board 30 to the cable 3, in the rear end of which they are inserted and within which cable they are conveyed, and from which they extend relatively to the set-screw transmitters 61, from which the current is transmitted to the electric motor 27V on the advance pilot alarm-car 2, which motor is of any usual suitable construction, there being no broad novelty claimed in the detail of construction of either of the motors 27 or 28. The axle 62 of said motor has bearings in the journalboxes 63 of the standards 64, that rise from the platform 65 of the pilot-car.

The power Afrom the motor on the advance j pilot-car is transmitted to the drive-wheels of said car by means of an endless drive chain or band 67, which engages with the pulleywheel 66, fast mounted on, the axle of the motor G2, and pulley-wheel G8, fast mounted on the rear axle of the car 69, carrying the drive-wheel 70. Now, it will be seen that, supposing the train is leaving' the depot and the cable 3 is wound around the reel 14, and, in consequence, both the pilot advance alarmcar and the cable-supporting' car are immediately in front of the locomotive, then, after passing the intersectingx streets of the city, the engineer throws the arms of the switchboard into the position at 48, (shown in full lines in Fig. X,) when the current generated by the dynamo (which is automatically operated by the drive-wheels whenever in motion) is transmitted, as described, to the electric motor on the pilot-car, which runs the drivewheels of said car, thereby projecting said pilot-car at a higher speed than the train to its advance alarm position, and at the same time as it unwinds the cable so to do, also runs forward the cable-supportin g car to its intermediate station, keeping the cable taut meantime during the operation of the advance, as

it is not only by the current conveyed through said cable that the pilot-car is driven ahead, but also it is by the draft on said cable by the `advancing pilot-car that said cable is unwound, and consequently it cannot sag or drag the ground.

7l represents iiags that hang` pendent from the cable 3 to alarm stock or teamsters passing along intersecting roads of the presence of said cable and of the approaching` train.

72 is a head-box which is secured in front of the locomotive to the cow-catcher. To the front of said head-box is secured a buerhead 73, as also to both the front and rear ends of the platform of the cable-supporting car and to the rear end of the advance pilot alarm-car. These buffer-heads are preferably constructed of rubber, or they may, if desired, be cushioned by springs or by any other suitable means common to the construction of said parts, so as without injury to receive and dissipate the concussions consequent on the frequent contact of the locomotive with said advance cars.

74 represents a revolving pedestal that is seated in loose bearings in the platform 65 of the pilot alarmcar, and to the lower end of which, that which projects beneath said platform,is ai'lixed a pulley, 75. The head of said rotary pedestal is surmounted by two bifurcated arms, 76, that each carry a disk-alarm signalhead, 77, which may be painted in bright colors, so as the more readily to attract attention. A pulley, 7 S, is mounted on the axle of the front ground-wheels, 7 9, and an endless belt or chain, 80, is twisted to engage on said vertical pulley and on the horizontal pulley 75 on the lower end of the rotary pedestal, and as the vertical pulley rotates with said axle the endless band or chain mounted thereon turns the horizontal pulley 75 and the rotary pedestal on which it is mounted, thereby also revolving the painted disks on its surmounting arms, so as to signal the approach of the pilot-car and of the succeeding train.

Sl represents a gong or bell that is mounted on a pedestal, S2, on the platform ofthe pilotcar in front of the rotary pedestal, and 83 is a springtrigger hammer that strikes said gong or bell at each revolution of the rotary pedestal when the projecting stud 84 trips the spring-trigger 85 of said hammer. The repeated alarms of the gong and the revolving disks of the rotary pedestal are intended to warn and signal persons along the track and to alarm cattle and other stock and drive them from the track, as also to stay them from crossing the same where roads intersect the track.

86 represents a signal-light that surmounts the dash-board S7 on the front end of the pilotcar, which dash is constructed of vulcanized rubber or other non-conducting material.

The electric-alarm bell et is of any suitable usual construct-ion and is erected in the engineers cab. There is no broad novelty..

claimed for the construction of the said bell,

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or of the galvanic battery 88, that generates the current for operatingthe same. The insulated wires 89, that are charged with the current from said battery, are connected to the automata of the bell to embrace it within its circuit by the usual means. The wires are conveyed to the rear end of the insulating-cable 3, pass through the whole length of the cable with their associate wires, and from the forward end thereof to the commutationplates 90, that are secured by screw-bolts 91 to the dash-board 87 in front of the pilot-car. The said screw-bolts pass through the dash and secure to the front thereof the coactionary double and single leaf commutationplates 92, the bolts acting as transmitters from one to the, other, the said parts acting relatively as positive and negative elements in the circuit.

It will be seen that in its normal condition the circuit is broken at the dash, and thus inoperative, until closed by the automatic action of elements now to be described, when brought into play by the pressure of obstructions against which the pilot alarm-car comes into collision, thus closing the circuit and ringing the alarm-bell. 93 represents a series of impulsive reactionary metallic bars that are stationed at parallel distances apart in front of the dash-board S7 of the pilot-car, and are there heldin elastic position by the bolts 94, that pass through said bars, and have loose longitudinal bearings in the dash-board to allow them to be pressed inward when brought into collision with obstructions. Reactionary spiral springs 95 are mounted on said attachment-bolts, and return said bars to their normal position after the pressure from obstructions is released.

' 96 represents a series of strap-springs that are secured at. their fast ends by the bolts 91 to the double-leaf-coactionary commutationplate 92 at parallel distances apart immediately at the rear of the metallic bars 93, and the projecting bow of said springs is always in contact with said bars, which makes an additional link to the electric circuit.

Now, when the advance alarm pilot car comes into collision with any obstruction on the track in front and the impulse thereof pushes either of the metallic bars 93 toward the dash, the strap spring or springs previously in connection with the double-leaf member of the coactionary commutationplates, under the pressure of the bar or bars, isV forced also in contact with its correlative plate 92, and the previously-broken circuit is immediately closed, both directly by the springs and coadj utively ma the metallic bars, and the electric alarm-bell is thus automatically rung by the passage of the current. Now, it has been stated, the said alarm pilotcar is electrically run sufficiently in advance of the locomotive for the engineer to have warning of obstructions in time to stop the train before it collides with said obstructions. The danger of frequent collisions may thus be avoided; also, if there should be a misplaced switch on the track, (a fertile cause of accidents,) the engineer, who should exercise especial care when approaching junctions and sidings, can see his pilot-car switching from the main track, and he thus has warning to arrest the progress of the train in time, On such occasions, as also on all others, when the train has ceased to move and yet it is desired to wind up the cable on the reel and bring back the advance pilot and cable-supporting car into line on the main track, the handcrank 57 can then be used to do the work automatically performed by therdrive-pulley 4G when the train is in motion.

97 represents a pendent reactionary metallic bar, which is suspended beneath the dashboard of the pilot-car by bolts 9S, on which are mounted reactionary spiral springs 99. The upper ends of said bolts are screwed into or otherwise made fast into the cross-timbers of the platform beneath the dash-board, and the bar has loose bearings on the bolts. The said bar is surmounted by two metallic studs, 100, that rise up vertically beneath the coactionary commutation-plates 92, and when the bar is resting in its normal position the tops of said studs are within about half an inch of contact with said plates. Now, it will be seen that when the pilot-car rides over an obstruction (instead of, as previously described, against one) the bar is lifted thereby and the metallic studs come in contact 'with said plates, thus closing the electric circuit and ringing the alarm. e

Now, it will be understood that by my system of propulsion of the advance pilot alarmcar by other motive power than that which runs the train I am enabled to run the alarmcar at a sufficient distance ahead of the train to give the alarm in time to stop the same before reaching said obstruction, which cannot be effected by the use of any pilot-car that is propelled by the train itself, for it cannot be so driven sufficiently ahead to give the alarm in time to stop the train before reaching the obstruction. By my system of propulsion of the advance pilot alarm-car by the current generated by a dynamo on the locomotive, said current being transmitted through a eXible cable, it is evident that, unlike pilot-cars that are pushed directly by the locomotive by a connection that, although it may be telescopic or longitudinally adjustable, is nevertheless laterally rigid, by my device the pilot-car can be safely propelled around sharp curves and avoid the risk (through laterally-divergent pressure) of being thrown off the track. Also, in conclusion, it will be seen that if there should be a broken rail or open switch ahead that causes the diversion of the pilot-car from the track, then the indicating impulsive bars 93 and 97 at the forward end and beneath the same of the pilot-car, as they collide with obstructions (they are sure to meet when off the track) their action will close the circuit and ring up IOO IIO

the alarm in the engineers cab in time for him to stop the traiirbefore reaching the same, and by this means he is enabled to avoid a very frequent source of accidents.

I claim as my inventionl. In a rail-train alarm to prevent collisions, Src., the combination of the advance pilot alarm-car 2, driven by a dynamo that is run by an endless belt or chain connection with the drive-wheel gearing of the locomotive, the cable 3, through which the current from the dynamo is transmitted to said pilot-- car, the intermediate cable-supporting car, 12, and the reel on said car to which said cable is attached, substantially as and for the purpose set forth.

2. In a rail-train alarm to prevent collisions, &c., the combination of the advance pilot alarm-car, the cable 3, that connects said car to the locomotive, the said car propelled by the current generated by a dynamo on the locomotive, the means of driving said dynamo by the running-gears of the locomotive, the insulated wires that convey the current from the dynamo to the switch-board 30, the said switch-board, the insulated wires that convey the current from the switch-board to the cable, through said cable, and transmit it to the motor 27 on the pilot-car, substantially as and4 for the purpose set forth.

3. In a railway-train alarm to prevent collisons, tre., the combination of the advance pilot alarm-car driven sufficiently in advance of the locomotive to give timely warning for the arrest of the train before meeting obstructions on the track, the said car driven by the current generated by a dynamo on the locomotive that is operated by the running-gears of said locomotive, the insulated wires and insulating-cable ma which said current is conveyed to the motor on the pilot-car, through which the current passes to drive said car, the said motor, the pulley-belt or chain-gearing that communicates motion from the axle of said motor to the rear axle of the pilot-car, on which its rear wheels have tight bearings, the revolving pedestal 7 4, surmounted by alarm-disks, the pulleys, respectively, on the foot of said pedestal and on the rotary fore axle of the car, and the belt or chain gearing that transmits its motion from said axle to said pedestal and turns the same, substantially as and for the purpose set forth.

et. In a railway-train alarm to prevent collisions, rbc., the combination of the advance pilot alarm-car driven by t-he motor on said car that is operated by the current from a dynamo on and worked by the runninggear of the locomotive, the belt-pulley gearing that transmits motion from the axle of the motor to the drive-axle of said car, the revolving pedestal surmounted by alarm-disks, the rotary front axle of the pilot-ear, the pulleys on the foot of said pedestal and on said rotary front axle, the twisted belt or chain gearing that transmits power from one pulley to the other to drive the revolving pedestal, the

alarm-gong 8l, the pedestal on which said gong is mounted, the spring trip-hammer 83, and the stud 84, that projects from the side of the revolving pedestal and trips said hammer, substantially as and for the purpose set forth.

5. In a railway-train alarm to prevent collisions, dto., the combination of the electric alarm-bell, the battery, the insulated wires and cable on the line of circuit, the advance pilot alarm-car with which said circuit communicates, the dash of rubber or other noir conductive material, the comimitation-plates 90 and 92, the screw-bolts 91, that` couple said plates, the pendent impulsive metallic detector-bars 07, the bolts 98 on which said bars work with loose bearings, said bolts screwed at their upper ends beneath the dash, the spiral reactionary springs on said bolts, and the metal studs that surmount and are integral with said detector-bars, and which studs, when said bars are pressed upward by the pilot-car ruiming' over an obstruction, come in contact with the forward commutationplates on the dash, close the circuit, and consequentl y ring the alarm-bell in the engineers cab, substantially as and for the purpose set forth.

6. In a railway-train alarm to prevent collisions, ttc., the combination of the electric alarm-bell, the battery, the insulated wires and cable on the line of circuit, the advance pilot alarm-car with which said circuit communicates, the dash of rubber or other nonconducting material, the coupled commutatorplates 90 92, the foot vertically-impulsive bar, 97, and the series of horizontally-impulsive bars 93, adapted to form electrical connection with the alarm-bell in the engineer-s cab when the pilot-car collides with or runs over an ob struction, whereby the engineer is warned of any danger, substantially as and for the purpose set forth.

7. In a railway-train alarm to prevent collisions, dro., the colnbnation of the advance pilot alarm car driven by t-he current generated by a dynamo on the locomotive, the insulated wires and insulating-cable that carry said current, the cable-supporting car l2, the reel on said car that supports the intervening stretch of cable, and to which it is secured, the insulated wires 29, that convey the current from` the dynamo to the switch-board, the said switch-board, the switching-arms 4:7, the stations arranged on said switchfboard for switching the current, respectively, to the pilotcar a8, to the cable-supporting car l2, to wind the reel, or to the ground-circuit for the exhaust 54, and the insulated wires that carry said current from said station to their said operative and exhaust points, substantially as and for the purpose set forth.

S. In a railwaytrai`n alarm to prevent collisions, rte., the combination of the pilot alarm-car driven by the current generated by a dynamo on the locomotive, the insulated wires and insulating-cable that conveysaid current,

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the intermediate cable-supporting car, the reel on said car to which said cable is secured, the switch-Wires from and to said cable immediately in front of its attachment to the reel, the positive and negative concentric rings 32, with which said wires connect, the rubber or other insulating disk-head, 33, of the reel, to which said rings are secured, the brushes 37,

' the rubber base 38, on which said brushes are to the locomotive, substantially as and for the purpose set'forth.

9. In a railway-train alarm to prevent collisions, the., the combination of the advance pilot-car, the cable-supporting car, the cable between the locomotive and said cars, the reel 14 on the latter car, to which said cable is secured, the crank-handle 57, to wind said reel, the hook 58, to hold said handle captive when inoperative, and the rubber buffer-heads 73 on the locomotive, the cable-supporting` car and the advance pilot-car, and the belay-pinhandled screws that secure the cable respectively to the locomotive at its rear end and to the pilot-car at its forward end, substantially as and for the purpose set forth.

l0. In a railway-train alarm to prevent collisions, &c., the combination of the electric energy-producing dynamo driven by the locomotive, the insulated wires conducting said energy to the switch-board in the cab, the said switch-board, the switching-arms 47, the pilot alarm-car, the motor on said car, the insulated wires that conduct electric energy to the motor on said pilot-car, the cable that insulates said wires, the intervening car that supports said cable,the electric motor on said car, the insulating rubber dash of the pilotcar, the series of horizontally-impulsive bars. the vertically-impulsive bar, the insulated Wires that connect with the battery and alarm-bell in the engineers cab, the said battery and alarm-bell arranged, when obstructions are met along the track, to give the alarm in -th`e engineers cab, substantially as described, and for the purpose set forth.

HARRY RIESENBERG. In presence of- BENJN. A. KNIGHT, EDW. S. KNIGHT. 

